X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nm14-vm0.access.bullet.mail.sp2.yahoo.com ([98.139.44.162] verified) by logan.com (CommuniGate Pro SMTP 5.4c2) with SMTP id 4912801 for flyrotary@lancaironline.net; Sun, 20 Mar 2011 15:50:32 -0400 Received-SPF: none receiver=logan.com; client-ip=98.139.44.162; envelope-from=keltro@att.net Received: from [98.139.44.99] by nm14.access.bullet.mail.sp2.yahoo.com with NNFMP; 20 Mar 2011 19:49:58 -0000 Received: from [98.139.44.82] by tm4.access.bullet.mail.sp2.yahoo.com with NNFMP; 20 Mar 2011 19:49:58 -0000 Received: from [127.0.0.1] by omp1019.access.mail.sp2.yahoo.com with NNFMP; 20 Mar 2011 19:49:58 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 739314.70843.bm@omp1019.access.mail.sp2.yahoo.com Received: (qmail 73443 invoked by uid 60001); 20 Mar 2011 19:49:58 -0000 DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=att.net; s=s1024; t=1300650598; bh=jMNV4yvXRWL152NY9TaTYfHfsYqYPCmd3yoDfNTAj08=; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=THn4rE69s0WnF0HXqrzhjUougNjWvE4/FPhublKlQKfMhvm+S7enqVCS2KmxUuSWqurWGowwSclbglQRcfPjBv7Kql6vabHao8D7pSEL6Vqw0MbW9oTeZtZ0SMKKbdvZ7RXKjusEmWjmqtVZUygpxX5s/DkYi/fCRY1ZHukxTe4= DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=att.net; h=Message-ID:X-YMail-OSG:Received:X-Mailer:References:Date:From:Subject:To:In-Reply-To:MIME-Version:Content-Type; b=FWq17GWc6WDlgltY+8W653E+/Y8XGJLFe+lxOGqHzGdFWgGIMosiyi3ZJihjAEa2+R1GXUcUpojuDo0DZcZPSsI2LZxL8FyRFcnTGwoQIFk/iWyaZAuSz3v9mZb53g+8EUNetjmGFvl5YE2ZFYZ5dbrnoNp14uuLtidL+9yUQUQ=; Message-ID: <466073.67678.qm@web83907.mail.sp1.yahoo.com> X-YMail-OSG: b_fvxNQVM1kwT1ZCS3fb3uXppPMqmLiqJMQJDuMpoi7hj.4 4wvjL5pf2vQD4oqhGP6i2AKGvOqz_N37S3XYnSQxPhPgSItXE2h..hODy7WY 9Y4nKPXCnZzUlajKbOwLhyptupPc5pqPcJbRpfTCy3VH4gL2356WxpdxyeH0 zJ4Z3KvjlD6le1GKcxKHTAMoHyifJ18DOBGeK58jPY_oH1.Y6Q_Hc4wp4Q6E FGeyUi1dFSZXnKwB5NUUzX5xc3orsoeh9TP.ldY_2AZfx8ZkqIGRo3o1iYbY OWDJu Received: from [208.114.36.227] by web83907.mail.sp1.yahoo.com via HTTP; Sun, 20 Mar 2011 12:49:58 PDT X-Mailer: YahooMailRC/559 YahooMailWebService/0.8.109.295617 References: Date: Sun, 20 Mar 2011 12:49:58 -0700 (PDT) From: Kelly Troyer Subject: re Forced Landing. To: Rotary motors in aircraft In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1435107619-1300650598=:67678" --0-1435107619-1300650598=:67678 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Bobby,=0A=0AGood=C2=A0report !!..............Great flying!!.............Gla= d all is OK except for =0Amuffler..............=0A=C2=A0=0AKelly Troyer=0A"= DYKE DELTA JD2" (Eventually)=0A"13B ROTARY"_ Engine=0A"RWS"_RD1C/EC2/EM2=0A= "MISTRAL"_Backplate/Oil Manifold=0A"TURBONETICS"_TO4E50 Turbo=0A=0A=0A=0A= =0A________________________________=0AFrom: Bobby J. Hughes =0ATo: Rotary motors in aircraft =0ASent: S= un, March 20, 2011 3:02:04 PM=0ASubject: [FlyRotary] Forced Landing.=0A=0A= =0ASince it=E2=80=99s been so quiet lately. =0A=C2=A0=0AI had a complete lo= ss of engine power yesterday during climb out from Tyler TX =0A(KTYR). I ha= d executed a Vx climb to see you hot I could get the oil with the =0Asupple= mental oil cool I recently added. The engine was running but stopped =0Amak= ing any power. I switch fuel tanks, adjusted the mixture both directions, = =0Atoggled the primary injector switch for cold start and check my breakers= . I did =0Aeverything but switch to the B controller. All the troubleshooti= ng took place in =0Aabout 10 seconds or less. At that time my AOA starting = telling me =E2=80=9Cangle, angle, =0Apush, push=E2=80=9D . Glad I had the A= OA as I=E2=80=99m not sure my attention was focused on the =0Aright priorit= ies. I told the tower I had an engine failure and was landing. 35. =0AVery = happy this happened at an airport with three long runways with different = =0Aheadings. I pointed the nose down and made a right turn to the runway. T= he =0Alanding was downwind with 15 knot wind. I was too fast and used all 3= 500ft I had =0Aleft. I coasted onto a taxiway with the engine idling very r= ough. I couldn=E2=80=99t =0Amake enough power to taxi. The FBO was there wi= thin two minutes and towed me =0Aback to their hanger. At this point I figu= red I had lost an apex seals. I pulled =0Athe prop through but had good com= pression. I pulled the cowl and everything was =0Ain place. Up until now I = had remained very calm but that changed when I realized =0Athere was no smo= king gun. I checked my injector power connections at the =0Aswitches but ev= erything seem good. The EC2 coil test worked but the injector =0Atest did n= ot. I attempted an engine start and it ran normally. =E2=80=9CWhat the h***= =E2=80=9D I =0Alater realized I had not activated the cold start switch for= the injector test. =0AInjectors tested fine. I was at a complete loss as w= hat to look at next. I =0Athought about a CAS intermediate failure but noth= ing I could come up with fit =0Athe problem. After another five minute full= power run to 38=E2=80=9DMP on both =0Acontrollers I rolled the plane back = into the FBO=E2=80=99s hanger and took a break. So =0Ahere I am 200 miles f= rom home after a forced landing and the plane is making =0Afull power as us= ual. Now the nerves set in full force. It downed on me to check =0Athe muff= ler for blockage. From what I could see with a flashlight the cone in my = =0AHushpowerII was out of place. I dropped the muffler from the belly and a= bout a =0A=C2=BD=E2=80=9D cup of material came out. It was small pieces of = mess from the cone. About =0A1/3 of the entrance side cone was still intact= but the rest was gone. The =0Ainternal steel support that forms the cone w= as still intact but movable with a =0Alarge screw driver. I knocked as much= out as I could and reinstalled the =0Amuffler. I was unable to knock out a= ny of the mesh that was still in place. I =0Adecided to conduct a flight te= st over the airport for ten minutes. If all was =0Agood then I would head f= or home and climb to 8500 for the trip back. The =0Aheadwind at 8500 would = add 20 minutes to the flight unless I ran the engine =0Aabove 30=E2=80=9D M= P. I didn=E2=80=99t think it was a good time to stress the muffler any more= =0Athan necessary. I took off and climbed to 3000 ft on the B controller a= nd =0Acircled for several laps. I switched controllers, fuel, injector cold= start, =0Acoils and everything was normal. So I nervously departed for the= 200 mile trip. =0AI picked up flight following and had the autopilot/ flig= ht director take me =0Ahome. I spent the entire flight with the nearest air= port active on my Advanced =0AEFIS moving map. It draws a line, gives a dis= tance and runway lengths. I also =0Acheck airport information on my ipad an= d Foreflight. The flight was uneventful =0Abut was the most stressful I hav= e ever experienced. =0A=0A=C2=A0=0AI=E2=80=99m guessing the muffler interna= ls came loose and slid rearward trapping all the =0Asmall come material tha= t was dislodged. I was somewhere between Vx and Vy at a =0Avery high angle = of attack when the problem occurred. The muffler is parallel l =0Awith the = bottom of the fuselage so I believe any small dislodged material would =0Ar= emain inside the muffler. The plan now is to go through the entire electric= al =0Asystem and check every connection associated with the EC2 and fuel de= livery. I =0Awill also be looking for a different muffle and putting the pl= ane back into =0Aflight testing until I can regain my confidence with the i= nstall. I am also very =0Athankful none of my family was onboard. My teenag= e daughter had decided she =0Adidn=E2=80=99t want to spend the remainder of= spring break with me visiting my sister. =0A=0A=C2=A0=0ABobby Hughes=0A(sh= aken not stirred)---- check your mufflers!!!! --0-1435107619-1300650598=:67678 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
=0A
Bobby,
=0A
 
=0A
Good r= eport !!..............Great flying!!.............Glad all is OK except for = muffler..............
 
=0A

Kelly Troyer
"DYKE DELTA JD2" (Eventually)<= /P>=0A

"13B ROTARY"_ Engine
"RWS"_RD1C/EC2/EM2
"MISTRAL"_Backplate/= Oil Manifold

=0A

"TURBONETICS"_TO4E50 Turbo

=0A

=0A=0A
=0A
=0AFrom: Bobby J. Hughes <bhughes@qnsi.n= et>
To: Rotary motors= in aircraft <flyrotary@lancaironline.net>
Sent: Sun, March 20, 2011 3:02:04 PM
Subject: [FlyRotary] Forced Landing.<= BR>
=0A=0A=0A
=0A

Since it=E2=80=99s been so quiet lately.

=0A

 

=0A

I had a complete loss = of engine power yesterday during climb out from Tyler TX (KTYR). I had exec= uted a Vx climb to see you hot I could get the oil with the supplemental oi= l cool I recently added. The engine was running but stopped making any powe= r. I switch fuel tanks, adjusted the mixture both directions, toggled the p= rimary injector switch for cold start and check my breakers. I did everythi= ng but switch to the B controller. All the troubleshooting took place in ab= out 10 seconds or less. At that time my AOA starting telling me =E2=80=9Can= gle, angle, push, push=E2=80=9D . Glad I had the AOA as I=E2=80=99m not sur= e my attention was focused on the right priorities. I told the tower I had = an engine failure and was landing. 35. Very happy this happened at an airpo= rt with three long runways with different headings. I pointed the nose down= and made a right turn to the runway. The landing was downwind with 15 knot wind. I was too fast and used all 3500ft I had left.= I coasted onto a taxiway with the engine idling very rough. I couldn=E2=80= =99t make enough power to taxi. The FBO was there within two minutes and to= wed me back to their hanger. At this point I figured I had lost an apex sea= ls. I pulled the prop through but had good compression. I pulled the cowl a= nd everything was in place. Up until now I had remained very calm but that = changed when I realized there was no smoking gun. I checked my injector pow= er connections at the switches but everything seem good. The EC2 coil test = worked but the injector test did not. I attempted an engine start and it ra= n normally. =E2=80=9CWhat the h***=E2=80=9D I later realized I had not acti= vated the cold start switch for the injector test. Injectors tested fine. I= was at a complete loss as what to look at next. I thought about a CAS inte= rmediate failure but nothing I could come up with fit the problem. After an= other five minute full power run to 38=E2=80=9DMP on both controllers I rolled the pl= ane back into the FBO=E2=80=99s hanger and took a break. So here I am 200 m= iles from home after a forced landing and the plane is making full power as= usual. Now the nerves set in full force. It downed on me to check the muff= ler for blockage. From what I could see with a flashlight the cone in my Hu= shpowerII was out of place. I dropped the muffler from the belly and about = a =C2=BD=E2=80=9D cup of material came out. It was small pieces of mess fro= m the cone. About 1/3 of the entrance side cone was still intact but the re= st was gone. The internal steel support that forms the cone was still intac= t but movable with a large screw driver. I knocked as much out as I could a= nd reinstalled the muffler. I was unable to knock out any of the mesh that = was still in place. I decided to conduct a flight test over the airport for= ten minutes. If all was good then I would head for home and climb to 8500 = for the trip back. The headwind at 8500 would add 20 minutes to the flight unless I ran= the engine above 30=E2=80=9D MP. I didn=E2=80=99t think it was a good time= to stress the muffler any more than necessary. I took off and climbed to 3= 000 ft on the B controller and circled for several laps. I switched control= lers, fuel, injector cold start, coils and everything was normal. So I nerv= ously departed for the 200 mile trip. I picked up flight following and had = the autopilot/ flight director take me home. I spent the entire flight with= the nearest airport active on my Advanced EFIS moving map. It draws a line= , gives a distance and runway lengths. I also check airport information on = my ipad and Foreflight. The flight was uneventful but was the most stressfu= l I have ever experienced.

=0A

 

=0A

I=E2=80=99m guessing the muffler intern= als came loose and slid rearward trapping all the small come material that = was dislodged. I was somewhere between Vx and Vy at a very high angle of at= tack when the problem occurred. The muffler is parallel l with the bottom o= f the fuselage so I believe any small dislodged material would remain insid= e the muffler. The plan now is to go through the entire electrical system a= nd check every connection associated with the EC2 and fuel delivery. I will= also be looking for a different muffle and putting the plane back into fli= ght testing until I can regain my confidence with the install. I am also ve= ry thankful none of my family was onboard. My teenage daughter had decided = she didn=E2=80=99t want to spend the remainder of spring break with me visi= ting my sister.

=0A

 =

=0A

Bobby Hughes

=0A

(shaken not stirred)---- check your mufflers!!!!

--0-1435107619-1300650598=:67678--